EP2565058B1

EP2565058B1 - Self-supporting pneumatic tire

Info

Publication number: EP2565058B1
Application number: EP12182455.1A
Authority: EP
Inventors: Damien Albert Schreurs; Michael Spiro Markoff; Massimo Di Giacomo Russo; Anne Therese Peronnet-Paquin; David Gilbert Wieczorek
Original assignee: Goodyear Tire and Rubber Co
Current assignee: Goodyear Tire and Rubber Co
Priority date: 2011-09-02
Filing date: 2012-08-30
Publication date: 2015-04-08
Anticipated expiration: 2032-08-30
Also published as: US20130056127A1; US8573272B2; EP2565058A1

Description

Field of the Present Invention

The present invention is directed to a pneumatic tire, preferably a self-supporting pneumatic tire capable of running in conditions wherein the tire is operated at less than a conventional inflation pressure or at no inflation pressure.

Background of the Present Invention

Self-supporting run-flat tires have been commercialized for many years. The primary characteristic of such tires is reinforcing sidewall inserts for increasing the cross-sectional thickness of the sidewalls to strengthen the sidewalls. These tires, when operated in the uninflated condition, place the reinforcing sidewall inserts in compression. Due to the large amounts of rubber required to stiffen the sidewalls, heat build-up is a major factor in run-flat tire failure. This is especially true when the tire is operated for prolonged periods at high speeds in the uninflated condition.
A conventional self-supporting tire as described in EP-A-1 527 907 has sidewall inserts to improve stiffness. Typically, 2.7 kg of weight per tire are required to support a 360 kg load in an uninflated tire. The earliest commercial use of such runflat tires were used on high performance vehicles and had a very low aspect ratio. The required support weight for an uninflated high performance vehicle tire, having aspect ratios in the 55% to 65% range or greater, may be 630 kg load. Such higher loads for larger run-flat tires required sidewalls and the overall tire to be stiffened to the point of compromising ride comfort. The conventional goal has been to provide a runflat tire with no loss in ride or performance characteristics in the inflated condition.
In very stiff suspension, high performance vehicles, the ability to provide such a tire has been comparatively easy compared to luxury sedans with softer ride requirements. Light truck and sport utility vehicles, although not as sensitive to ride performance, provide a runflat tire market that ranges from accepting a stiffer ride to demanding the softer luxury type ride.
EP-A1- 2 223 813 describes a pneumatic tire in accordance with the preamble of claim 1.
JP-A- 2008-137617 describes another pneumatic tire having a sidewall insert comprising ribs and grooves.

Summary of the Present Invention

The invention is about a pneumatic tire in accordance with claim 1.
Dependent claims refer to preferred embodiments of the invention.
According to one aspect of the present invention, the insert in each sidewall may be located axially inward of the carcass reinforcing ply structure and axially outward of an innerliner.
According to another aspect of the present invention, the rib members may be formed of different elastomeric materials.
According to another aspect of the present invention, a middle portion of the rib members may not bonded to the carcass ply structure.
According to another aspect of the present invention, a rib member of the insert may includes reinforcing cords, filaments or fibers.
According to another aspect of the present invention, each insert may comprise a single piece with a varying thickness. This thickness may vary cyclically such as sinusoidally.
In a preferred aspect of the invention, the tire may be a self-supporting or run-flat tire. However, the invention may also be applied in other tires such as tires requiring a cooling of the tire from the tire cavity as the rib members or the single piece may create air turbulences in the cavity and thereby provide a cooling of the tire. This effect may also be beneficial in case of run-flat tires to extend their mileage when operated in underinflated condition and in general to reduce heat build-up in the tire shoulders of for instance heavy duty tires.
In a preferred aspect of the invention, each rib member may be separated from a circumferentially adjacent rib member by a groove.
In one aspect of the invention, each rib member may extend of from 5 mm to 35 mm, alternatively of from 8 mm to 20 mm, in the axial direction of the tire at a tire radial height corresponding to 50% of the section height of the tire.
In one aspect of the invention, wherein each rib member may have a width along the circumferential direction of the tire at a tire radial height
corresponding to 50% of the section height of the tire in a range of from 5 mm to 35 mm, alternatively of from 8 mm to 20 mm.
In one aspect of the invention, the ratio between axial extension of the rib member and the circumferential width of the rib member may be in a range of from 1 to 2.5, alternatively from 1.3 to 2.
In one aspect of the invention, each groove may have a width along the circumferential direction of the tire at a tire radial height corresponding to 50% of the section height of the tire in a range of from 3 mm to 60 mm, alternatively of from 10 mm to 40 mm or from 5 to 15 mm.
In one aspect of the invention, the depth the grooves extending in the axial direction of the tire may vary amongst the grooves; and/or the height of the rib members extending in the axial direction of the tire may vary amongst the rib members. In accordance with the invention, the width of the grooves in the circumferential direction of the tire varies amongst the grooves. Additionally, the width of the rib members in the circumferential direction of the tire may vary amongst the rib members. This may be beneficial to improve durability of the tire due to an improved cooling effect and/or may have accustical benefits due to reduce noise (similar to the known pitching of tire tread blocks).
In one aspect of the invention, the rib members may have an at least substantially rectangular or triangular cross-section.
In one aspect of the invention, the insert in each sidewall may be located axially inward of the reinforcing ply structure and also axially outward of a tire innerliner. Alternatively, the insert in each sidewall may be located axially inward of the reinforcing ply structure and axially outward of a tire innerliner.

Definitions

The following definitions are controlling for the disclosed invention.

"Apex" means an elastomeric filler located radially above the bead core and between the plies and the turnup ply.
"Axial" and "axially" are used herein to refer to lines or directions that are parallel to the axis of rotation of the tire.
"Lateral" means an axial direction.
"Radial" and "radially" are used to mean directions radially toward or away from the axis of rotation of the tire.
"Self-supporting or run-flat tire" means a type of tire that has a structure wherein the tire structure alone is sufficiently strong to support the vehicle load when the tire is operated in the uninflated condition for limited periods of time and limited speed.
"Sidewall insert" means elastomer reinforcements or cord reinforcements located in the sidewall region of a tire. The insert may be an addition to the carcass reinforcing ply and outer sidewall rubber that forms the outer surface of the tire.

Brief Description of the Drawings

The invention will be described by way of example and with reference to the accompanying drawings in which: FIG. 1 is a schematic cross-sectional view of an example tire in accordance with the present invention; FIG. 2 is a schematic front view of the sidewall of the tire of FIG. 1 taken from arrow 2 in FIG. 1; and FIG. 3 is a schematic cross-sectional view of the tire of FIG. 1 taken along line "III-III" in FIG. 1.

Detailed Description of an Example Embodiment of the Invention

FIG. 1 shows an example self-supporting run-flat tire 10 in accordance with the present invention. The tire 10 has a carcass comprising a reinforcing ply 12 that extends from one bead portion 14 to an opposing bead portion 14. The ends of the reinforcing ply 12 may pass radially inward of an inextensible bead core 16 and form a turn-up portion 18 extending toward the maximum section width or the mid-height of the tire 10.
In the bead portions 14, radially outward of the bead core 16, and between the main portion of the reinforcing ply 12 and the turn-up portions 18 may be bead apexes 20. Each apex 20 may be formed of a relatively high Shore A hardness material. Each bead portion 14 may be defined by a bead base, a bead toe, and a bead heel. The bead base may be an approximately cylindrical portion of the bead portion 14 that forms an inside diameter. The bead toe may be part of bead portion 14 that joins the bead base and the inside surface of the tire 10 and may be axially inward of the bead heel. The bead heel may be the part of the bead portion 14 that joins the bead base and the outer surface of the tire 10. The molded bead width may be the axial distance measured between opposing bead heels. The bead portion 14 may also include other non-illustrated elements such as flippers, chippers, toe guards, chafers, etc.
Radially outward of the main portion of the carcass reinforcing ply 12 is a belt structure 28. The belt structure 28 may have two plies formed from inclined parallel reinforcing cords. The cords may be inclined at an angle between 17° to 27° relative to an equatorial plane of the tire 10. The cords in each ply may be crossed at equal and opposite angles to the cords in the other adjacent ply. Outward of the two inclined cord plies may be an overlay. The overlay may be formed of cords inclined from 0° to 5° relative to the equatorial plane. Alternatively, the overlay may actually be located between the inclined cord plies or radially inward of the inclined cord plies.
Outward of the belt structure 28 and the overlay is the tread 34 that forms the ground contacting surface of the example tire 10. Extending from the tread edges are the tire sidewalls 38. Axially inward of the carcass reinforcing ply 12 and interior to the sidewalls 38 of the tire 10 are inserts 42 in accordance with the present invention. The inserts 42 may comprise a plurality of separate rib members 44, which, in an inflated and loaded condition of the tire 10, may be substantially crescent in cross-section, or lenticular (FIG. 1). The rib members 44 of the inserts 42 preferably have a maximum thickness B at a location between the tread edges and the radial location of the maximum section width of the tire 10. An innerliner 11 may be located axially inward or axially outward (not shown) of the inserts 42.
The function of the inserts 42 may be to stiffen/support the sidewalls 38 of the tire 10 when the tire is operated at low, reduced, or insignificant inflation pressure. As stated above, the rib members 44 of the elastomeric inserts 42 may have a substantially crescent cross-sectional shape and material properties selected to enhance inflated ride performance while promoting the tire's run-flat capability and durability. The rib members 44 or the inserts 42 may be made from conventional materials used for rubber sidewall inserts in currently used run-flat passenger tires. Some or all of the rib members 44 of the inserts 42, if desired, may also be individually reinforced with organic or inorganic cords, organic or inorganic fibers, metal filaments, organic or inorganic short fibers, short filaments, etc. Thus, some or all of the rib members 44 may be so reinforced.
FIG. 1 further shows the example tire 10 mounted on a tire rim 50. The tire rim 50 may have a design and rim width as specified by the industry standards in effect in the world region in which the tire rim 50 and tire 10 are to be used. Where the tire rim 50 contacts the tire 10, the rim 50 has two main components, the bead seat and the rim flange, the seat and flange connecting at a point C. The rim 50 may have a maximum axial width.
After deflation and under load, a conventional sidewall may buckle due to small bending stiffness. For this reason, sidewall inserts have been added to increase sidewall thickness cross-sectional area to increase bending stiffness of the sidewall after deflation. However, increasing sidewall stiffness may also decrease ride comfort and increase cavity noise, as well as affect other tire functional properties. In accordance with the present invention, the inserts 42 increase the bending stiffness under deflation and load of the tire 10 without a conventional increase in bending stiffness of the sidewall and cavity noise under inflation and load (e.g., ride comfort decrease may be mitigated).
The ribs 44 of such an insert 42 may have a composite construction with two different materials bonded to each other. The ribs are preferably separated from each other by grooves 45. One or more segments may be stiffer (e.g., a higher spring constant, higher modulus, etc.) than the one or more other softer segments. The ribs 44 of the insert 42 may not be attached to the sidewall 38 between their ends (e.g., unlike a conventional insert that may be bonded to the inner surface of the sidewall).
Further, the insert 42 not being completely bonded to the sidewall 38 may reduce stiffness of the sidewall/insert during inflated and loaded conditions also producing better inflated ride comfort and less cavity noise.
As stated above, an insert 42 in accordance with the present invention produces excellent inflated and runflat characteristics in a pneumatic tire 10. This insert 42 thus enhances the performance of the tire pneumatic 10 in two distinct modes of operation, even though the complexities of the structure and behavior of the pneumatic tire are such that no complete and satisfactory theory has been propounded.

Claims

A pneumatic tire comprising a carcass comprising a reinforcing ply structure (12) extending between a pair of bead portions (14) and a pair of sidewalls (38), each sidewall (38) being located radially outward of one of the pair of bead portions (14); a tread (34); a belt reinforcing structure (28) located radially outward of the carcass and radially inward of the tread (34); and an insert (42) located in each sidewall (38), wherein each insert (42) comprises a plurality of axially extending rib members (44) and wherein each rib member (44) is separated from a circumferentially adjacent rib member (44) by a groove (45), characterized in that the width of the grooves (45) in the circumferential direction of the tire (10) varies amongst the grooves (45).
The tire of claim 1 wherein the width of the rib members (44) in the circumferential direction of the tire (10) varies amongst the rib members (44).
The tire of at least one of the previous claims wherein each rib member (44) extends of from 5 mm to 35 mm, alternatively of from 8 mm to 20 mm, in the axial direction of the tire (10) at a tire radial height corresponding to 50% of the section height of the tire (10).
The tire of at least one of the previous claims wherein each rib member (44) has a width along the circumferential direction of the tire (10) at a tire radial height corresponding to 50% of the section height of the tire (10) in a range of from 5 mm to 35 mm, alternatively of from 8 mm to 20 mm.
The tire of at least one of the previous claims wherein the ratio between axial extension of the rib member (44) and the circumferential width of the rib member (44) is in a range of from 1 to 2.5, alternatively from 1.3 to 2.
The tire of at least one of the previous claims wherein each rib member (44) is separated from a circumferentially adjacent rib member (44) by a groove (45) and wherein each groove (45) has a width along the circumferential direction of the tire (10) at a tire radial height corresponding to 50% of the section height of the tire (10) in a range of from 3 mm to 60 mm, alternatively of from 10 mm to 40 mm or from 5 to 15 mm.
The tire of at least one of the previous claims wherein each rib member (44) is separated from a circumferentially adjacent rib member (44) by a groove (45) and wherein the depth of the grooves (45) extending in the axial direction of the tire varies amongst the grooves (45); and/or wherein the height of the rib members (44) extending in the axial direction of the tire varies amongst the rib (44) members.
The tire of at least one of the previous claims wherein the rib members (44 have an at least substantially rectangular or triangular cross-section.
The tire of at least one of the previous claims wherein the insert (42) in each sidewall (34) is located axially inward of the reinforcing ply structure (12) and also axially outward of a tire innerliner (11).
The tire of at least one of the previous claims wherein at least two of the rib members (44) are formed of different elastomeric materials.
The tire of at least one of the previous claims wherein a middle portion of at least one or all of the rib members (44) is not bonded to the reinforcing ply structure (12).
The tire of at least one of the previous claims wherein the axial thickness of the single piece varies cyclically or sinusoidally, or varies in a stepped manner.
The tire of at least one of the previous claims wherein at least one or all rib member(s) (44) of the insert (42) or the single piece include(s) reinforcing cords such as reinforcing organic cords, reinforcing inorganic cords or reinforcing metal cords, reinforcing filaments such as metal filaments, reinforcing fibers such as metal fibers, or inorganic short fibers.